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(No Model.) W P DAVIS 3 Sheets-Sheet 1.

GASOLENE AND GAS ENGINE..

No. 583,982. Patented June 8, 897.

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W. F. DAVIS.

GASOLBNB AND GAS ENGINE. No. 583,982. Patented June 8,1897.

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nulli/Lum` (No Model.) 3 Sheets-Sheet 3. W. P. DAVIS.

GASOLENE AND GAS ENGINE.

N0. 583,982. Patented June 8, 1897.

UNITED STATEs PATENT EEicE.

'WILLIAM F. DAVIS, OF VATERLOO, IOVA, ASSIGNOR TO TIIE DAVIS GASOLINE ENGINE COMPANY, OF SAME PLACE.

GASOLENE AND GAS ENGINE.v

SPECIFICATION forming part of Letters Patent No. 583,982, dated J' une 8, 189'?.

Application filed May 3l, 1895. Serial No. 551,325. (No model.)

To @ZZ whom z3 may concern.

Be it known that I, WILLIAM F. Davis, a citizen of the United States,residing at Taterloo,in the. county 'of Black HawlnState of Iowa, have invented certain new and useful Iniprovements in Gasolene and Gas Engines, of which I do declare the following to be a full, clear, and exact description, reference being had to the accompanying drawings, forming a part of this specification.

My present invention has for its obj ect, primarily, to provide improved governor mechanism for gasolene and gas engines whereby the supply of oil or gas admitted to the cylinder of the engine can be more effectively controlled, and a further object of the invention is io provide improved means for effecting a better distribution of the gasolene, so that a more prompt and easy starting of the engine can be readily secured.

To this end the invention consists in the novel features of construction and combination of parts hereinafter described, illustrated in the accompanying drawings, and particularly defined in the claims at the end of this specification.

Figure l is a view in side elevation of a gasolene-engine having my invention applied thereto. Fig. 2 is a plan view of the engine. Fig. 3 isla detail view, in vertical section, through the hub of the iiy-wheel and adjacent parts on line 3 3 of Fig. l. Fig. 4 is a view in central section through the valve mechanism whereby the dow of gasolene is controlled, there being shown also ,in this view modied mechanism for operating the governor-valve. Fig. 5 is a plan view of the mechanism shown in Fig. 4:. Fig. G is an end View of the mechanism shown in Figs. 4g and 5. Fig. 7 is a view in vertical section on line 7 7 of Fig. 5. Fig. S is a right-hand end view of the construction shown in Figs. t and 5. Fig. 9 is a view in central vertical section through lthe air-delivery pipe shown in Figs. l and 2. Fig. l0 is a View in horizontal section showing a modified form of valve mechanism to bc employed when gas is used as the fuel.

By referring more particularly to Figs. l and 2 of the drawings, A designates the main frame of the engine, that rests upon a suitable base A', and B denotes the fi y-wh eel, that is fixed to one end of the main shaft B, the opposite end of this shaft being furnished with the usual belt-pulley B2.

C and O designate, respectively, the admission and exhaust valve chests, containing suitable valves whereby the admission and exhaust of the gas or vapor to and from the cylinder of the engine are controlled, these valves being operated by the pivot-ed levers c and c', which in turn are actuated by pitman-rods c2 and es, that connect with eccentric straps 0r yokes c4 and 0". The eccentricyokes c4 and c5 are mounted upon eccentrics at each side of a gear-wheel D, that is journaled upon a suitable stud projecting from the main frame of the machine, and the gearwheel D engages with a pinion d, iixed to the main shaft B of the engine.

The mechanism for operating the admission and exhaust valves forms no part of the invention to be included in this application, and need not, therefore, be more particularly described, since the invention which I desire to protect herein is applicable to gas or gasolene engines in which many other types of admission and exhaust valves may be employed.

Vith the admission-valve chest C connects the mixing-pipe E, that may be of any suitable construction, although I prefer to employ the construction more particularly illustrated in Fig. 9 of the drawings. Into the pipe E (the construction of which will be hereinafter more particularly set forth) leads the fuel-delivery pipe F, whereby the supply of liquid fuel is delivered. The inner end of this delivery-pipe F is formed with a contracted seat f for a needle-point of the regulating-valve G. The outer end of the fueldelivery pipe F is iuteriorly threaded, as at f', to receive the correspondingly-threaded part g of the regulating-valve G. The outer end of the regulating-valve G is furnished with a handle g', whereby the valve can be manipulated, and with a pointer g2, extending inwardly adjacent a gage-plate F2, with which the supply-pipe F is preferably provided. By means of the gage-plate F2 and the pointer g2 the setting of the valve G can he accurately determined. The inner end of IOS the fuel-supplyv pipe F is preferably screwthreaded to enter a correspondin gl y-threaded opening in the mixing-pipe E, although manifestly the manner of attaching the supply- Ypipe to the mixing-pipe is not essential to the main features of my invention.

Upon the opposite side vof the mixing-pipe E is formed an openingto admit the governor-valve H. If desired, the opening that receives the governor-valve II may bennade in an extension that is formed in piece with the mixing-pipe E, as shown in Fig. 9 of the drawings, or the opening that receives the governor-valve H may be formed as a separate tube or casing II', as shown in Fig. 4 of I[he drawings, this tube II' being arranged to fit a corresponding opening in the side of the pipe E. Referring more particularly to Figs. l, 2, and 9 of the drawings, it will be seen that the governor-valve II has its free end h arranged in opposition to the seat f of the regulatingvalve G in order to control the flow of fuel through .the seat f. Preferably the endof the governor-valve II is formed with a hole 7L of sufficient size to clear the needle-point vof the regulating-valve G, seas to permit the governor-valve to seat itself against the outer y face of the valve-seat f. It is obvious, however, that if the point of the regulating-valve 4mounted upon the main drive-shaft B.

G were arranged to terminate inside the seat j' the hole 7L' in the end of the governor-valve II would not be required. Upon the outer end of the casing that receives the governorvalve H (see Fig. 9) is mounted a coiled spring I, one end of which bears against a fixed shoulder and the opposite end of which bears against a flange or head 71.2 at the outer end of the governor-valve Il, this spring I thus serving to normally hold the valve H away from the seatf of the regulating-valve G.

In the accompanying drawings I have shown means whereby the regulating-valve II may be operated either from the iiy-wheel B of the engine, as illustrated in Figs. l, 2, and 9, or may be operated by a belt-pulley, as in the form of my invention shown more particularly in Figs. et, 5, (i, and 7.

y Referring to the construction illustrated in Figs. l, 2, and 9, it will be seen that against the outer end of the governor-valve H bears an arm J, that is pivoted, as atj, to a projection from the main frame Of the engine, the opposite end of the arm .I being preferably yoke shaped and pivotally connected by screws or pins to the sleeve K, that is loo scly See Fig. 3.) Against the sleeve K bears a sliding sleeve k, with which engages an elbow-,lever IWI, that is pivoted, as at m, to a projection l? from the hub of the fly-wheel B, the opposite end of the elbow-lever M projecting through the fly-wheel and connecting to a rod M', that is united, as at m2, to a weighted arm N, that is pivoted, as at n, to the rim of the fly-wheel From the rim of the fly-wheel Bprojects inwardly a lug b2, against which bears oneend of a coiled spring O, the opposite end of this spring bearing against a washer o, .that is fixed to the end of a rod OQ that passes through the lug b2, and is connected to the weighted arm N. The coiled spring O therefore serves to draw inward the weighted arm N against the centrifugal force incident to the revolution of the -fly-wheel B.

From the foregoing description the operation of the parts thus far defined will be seen to be as follows, reference being had more particularly to the constructions shown in Figs. l, 2, and 9 of the drawings. The regulating-valve G will be first set to admit the proper supply of oil through the fuel-delivery pipe F, it being understood, of course, that the oil is yadmitted to this pipe from a suitable source of supply, and it will be seen that as the oil is thus allowed to pass through the seatf of the regulating-'valve G it will mingle in the pipe E with the supply of air admitted to this pipe.l At such time the governorvalve H will be in the normalposition seen in Fig. 9 ofthe drawings-that is to say, at a slight distance from the outer face of the seat f of the regulating-valve G; but inasmuch as the end of the governor-valveH is of such size as to completely close over the outer end of the valve-seat f it is manifest that no material obstruction of the flow of oil through the valve-seat f will occur until the end of the governor-valve H bears against the seat f, when the supply of voil `through such seat will be completely shut off. Inasmuch as the oil is fed through the fuel-delivery pipe F under pressure, it will spray from the end of the valve-seat f, thus assisting the rapid evaporation of the oil, but the regulatingvalve will afford a positive and steady feed that can be changed at will by the adjustment of the valve G, which can be set at any desired point. Inasmuch as the governor-valve H has its free end arranged iminediatelyopposite and in close proximity to the seat fof the regulating-valve, there is practically no clearance between the governor-valve and the regulat-ing-valve, and conseqeuntly there can never be any fluid playing between the two under variable pressure, but every drop of iiuid that passes the seat f is under full pressure and is sprayed over the end of the governor-valve II and upand down the pipe E in every direction. So, also, it will be seen that inasmuch as the end of the governor-valve II is in such close proximity tothe seat f of the regulating-valve the governor-valve will respond instantly to the actions of the engine and consequent speed' of revolution of its flywheel. Hence it will be seen that if the engine is pulling, say, from onethird of a load up to a full load the inner end of the governor-valve H, responding to the speed of the fly-wheel B, will play loosely against or near the seat f of the regulating-valve, and thus allow the engine to take a charge of oil at regular intervals determined by the action of the admission-valve within the chest C; but if the engine is running light or doing practically no work the speed of the iiy-wheel B, being correspondingly increased, causes the weighted arm N t be thrown outward under centrifugal force, and this 'shifting of the weighted arm iT in turn causes the lever .l to act upon the outer end of the governor-valve II and forces this valve against the seat f of the regulating-valve and thus temporarily checks the How of oil, so that the engine when thus running light will take a charge of oil with less frequency. This feature of locating the governor-valve in such proximity to the regulating-valve that it will respond promptly to the variations in the speed ot' the engine, and in so doing` speedily1 cut off the feed of oil for a limited time, is an important one, since the desideratum is not to throttle the oil-supply, but to completely shut it off when it is not required to maintain the speed of the engine.

In the modiied form of the invention illustrated in Figs. et, 5, G, and Z of the drawings I have shown how my improved governorvalve mechanism may be controlled by the action of a belt-governor instead of a flywheel governor, as hereinbefore described, and I wish it understood that the invention is designed to cover the governor-valve regardless of the particular kind of governor that is employed for effecting its operation. In the modification last above mentioned the casing II', that sustains the governor-valve II, has mounted thereon a belt-pulley P, in manner free to revolve, and the hubp of this pulley is held against longitudinal movement upon the casing Il' by means of a collar p', that is fixed to the outer end ot' the casing II". From the outer end of the hub p of the pulley P project two pairs of arms p2 and p3, and between these arms are pivot-ally sustained, as at i', the governor-arms R. The inner ends of the arms R are furnished with lateral projections or cross-heads i", (see Figs and 7,) through which pass the rods S, that carr f the coiled springs s, each of these springs having one of their ends bearing against the adjacent cross-head fr', while their opposite ends bear against suitable washers at the outer ends of the rods S. It will thus be seen that the springs s serveto normally hold the governor-arms R. in the retracted position seen in Figs. i, G, and 7 oi' the drawings. The

outer ends of the governor-arms R have inwardly projecting portions r2, that bear against a sleeve h at the outer end of the governor-valve Il, this sleeve being preterably adjustably fixed to the end of the governor-valve Il.

Between the sleeve 71,4 and the outer end of the casing H is placed a coiled spring T, that serves to normally hold the governor-valve II in retracted position. From the foregoing description it will be seen that when the pulley P is revolved by a belt from the engine the governor-arms R will respond to the speed of revolution of the pulley F and of the engine,

these arms being thrown outward by centrifugal force against the resistance of the springs s. The outward movement of the governor-arms R will cause their extensions 'r2 to torce inwardly the governor-valve H and to cause this valve to approach or recede from the seat f of the regulatingvalve G. It will thus be seen that the governor-valve H will be caused to respond to the speed of the engine and will determine the feed oi the oil through the fuel-supply pipe F in the same manner as in the construction hereinbefore described.

In the forms of my invention hereinbefore set forth I have shown the supply-pipe F and regulating-valve G as of a construction especially designed for engines in which oil is used as a fuel, but it is manifest that my invention may be employed in that type of engines in which gas is used as a fuel. I have therefore shown in Fig. l0 of the drawings a modified form of valve mechanism especially designed when gas is to be used. form of the invention the fuel-supply pipe F has a contracted seat f for a regulating-valve G', the construction of this valve G being the same as that of the valve G, hereinbefore described, except that its inner end is not pointed, butis simplyfurnished with a valve to adapt it to close'the seat f. The outer end of the valve G' is screw-threaded, but instead of engaging directly a threaded portion of the pipe F is shown as engaging a threaded coupling II, that is united to the ou ter end of the pipe F. The coupling U is furnished with a dial, and the outer end of the valve G will be provided with a handle having a pointer cooperating with the dial in order to enable the position of the valve G to he accurately determined. In this form of my invention the governor-valve H has its inner end suitably shaped to completely close the orifice ot' the seat f in the snpply-pipe F. The operation of this form of valve will be readily un derstood from the operation of the several forms of myinvention hereinbefore set forth.

While my invention is directed more especially to providing a governor-valve ofthe character hereinbefore set forth, I have provided also improved means for admitting air to the mixing-pipe E and improved means for eecting a better distribution of the oil-supply delivered to such pipe, and these features of my invention are illustrated more particularly in Figs. l and 9 of the drawings. At the base of the mixing-pipe E, I have provided a bowl V, that communicates freely with the pipe E. The bowl V may be connected with the pipe E in any convenient manner, but I have shown the pipe E as furnished at its base with a flange E', that serves as a cover for the bowl V, and from the base E depends an annular rim e, that extends to a point adjacent the bottom of the bowl V. About the top of the bowl V are formed suitable openings r for the admission of the air- In this IKO supply, and the air thus admitted will be caused to pass downward beneath the depending rim c before it can enter the pipe E.

The bottom of the bowl V is preferably raised, as shown at V, so that any cil passing downward from the fuel-supply pipe F and not evaporated by the incon'iing air will accumulate around the outer portion of the bottom of the bowl V. It will be seen that by thus collecting the oil in the path of the incoming` air-supply a full evaporation can be effected, and this feature is of importance, because as soon as the regulating-valve G is open and oil accumulates at the bottom of the bowl the supply of air admitted will be more thoroughly ladened with the oil-supply, and consequently a more rapid starting of the engine can be had. After the engine has been started the regulating-valve G may also be temporarily closed until the incoming air has evaporated from the bowl the quantity of oil collected there. In case too great quantity of oil accumulates in the bottom of the bowl y so as to charge the air-supply so strongly that it will not explode, the oil may be withdrawn from. the base of the bowl through a suitable cock c2, and this cock also serves to enable the operator to know positively whether the engine is bein supplied properly with oil or not should he find trouble in starting. After the engine is started up and the accumulated oil at the bottom of the bowl V has been. taken up by the air-supply the regulating-valve G will be again opened and will be allowed to so remain. Vithin the mixing-pipe E, I prefer to place one or more cores or spreaders NV and NV', the purpose of which is to insure a more thorough exposure of the oil-supply to the action of the incoming air, and it will be seen that inasmuch as the oil admitted by the fuel-pipe F is sprayed in both upward and downward direction it will collect upon the cores XV and lV and will be taken up by the air-supply during its passage through the mixing-pipe E. Each of the cores IV and IV is preferably furnished with suitable arms or rwings 1U to retain them in proper position within the mixing-pipe E.

It is manifest that the precise details of construction above set out may be varied within wide limits without departing from the spirit of the invention. It will be readily seen that -if it is desired to convert an engine from a gas-engine to a gasolene or oil engine this can be readily accomplished by withdrawing the removable fuel-supply pipe F having a gas-valve and substitute for said fuel-supply pipe a similar pipe having a valve especially adapted for controlling the iiow of gas.

Having thus described the invention, what I claim as new, and desire to secure by Letters Patent, is-

l. In apparatus of the character described, the combination with a fuel-supply pipe, of a regulating-valve for controlling the iiow of fuel through said pipe, a governor-valve located in proximity. to the discharge end of said pipe and adjacent the seatof said regulatingvalve, and a suitable governor mechanism for shifting said governor-valve.

2. `In apparatus of the character described, the combination with a fuel-supply pipe. of a regulating-valve for controlling the flow of fuel through said pipe, said regulating-valve being located about the discharge end o1' said pipe, a governor-valve located opposite the discharge end of said fuel-supply pipe and in proximity thereto, and governor mechanism for` operating said governor-valve.

3. In apparatus of the character described, the combination with an air-supply pipe and with a fuel-supply pipe or channel leading into said air-supply pipe, of a regulatingvalve for said fuel-supply pipe and a springretracted governor-valve extending into said air-supply pipe at a point opposite the discharge-opening of said fuel-supply pipe into said oil-supply pipe, and governor mechanism for operating said governor-valve to close the discharge-opening in said f uel-su pply pipe.

4L. In apparatus of the character described, the combination with an air-supply pipe of a fuel-supply pipe leading into said air-supply pipe and detachably connected therewith, a

regulating-valve within said f nel-supply pipe anda governing-Valve for controlling the escape of fuel into said fuel-supply pipe, said governing-valve being located opposite the discharge sideof said regulating-valve and adjacent the seat o,f said regulating-valve.

5. In apparatus of the character described, the combination with an air-supply pipe, of a bowl or oil-receptacle located at the base of said pipe and a deflecting-rim whereby the incoming air is directed toward the bottom of said bowl or receptacle.

6. In apparatus of the character described, the combination with an air-supply pipe, of a bowl or receptacle V located at the base of said air-supply pipe and having a raised central portion, and a depending rim or iiange extending to a point adjacent the bottom of said bowl or receptacle and below the raised part of its bottom.

7. In apparatus of the character described, the combination with an air-supply pipe having an opening in its bottom for the admission of air and a fuel-supply pipe leading into said air-supply pipe at a distance above its bottom, of one orinore cores or spreaders within said air-supply pipe, said cores or spreaders serving to expose the fuel-supply to the upwardly-passing current of air within the air-supply pipe.

VILLIAM F. DAVIS. lVitnesses:

THOMAS CAsENDEN, J r., JOHN F. SWIFT. 

